Gate for railway-crossings.



S. R. PAYNE.

GATE FOR RAILWAY CROSSINGS.

APPLICATION FILED APR. 20. I9I7.

Patented Apr. 2, 1918.

3 SHEETS-SHEET 1.

w Na mm m hs ww S. R. PAYNE.

GATE FOR RAILWAY CROSSINGS.

APPLICATION FILED APR-20. 1911.

Patefited Apr. 2, 1918.. 3 SHEETS-SHEET 2 W W G S. R. PAYNE.

GATE FOR RAILWAY CROSSINGS.

APPLICATION FILED APR- 20. I917.

Patented Apr. 2, 1918.

3 SHEETS-SHEET 3.

WETED STATE$ PATENT @FFKQE.

SAMUEL R. PAYNE, OF PROTECTION, KANSAS, ASSIGNOR OI ONE-FIFTIETH TO PAULSGHA'UBEL AND ONE-FIFTIETH TO ARTHUR H. PAYNE, BOTH OF PROTECTION,

KANSAS.

GATE FOR RAILWAY-GROSSINGS.

Application filed April 20, 1917'.

To all whom it may concern:

Be it known that I, SAMUEL 1i. PAYNE, a citizen of the United States,residing at Protection, in the county of Comanche and State of Kansas,have invented certain new and useful Improvements in Gates forRailway-Crossings, of which the following is a specification.

lily invention relates to new and useful improvements in, gates and moreparticularly to railway gates for use in grade cross ings, the primaryobject of my invention being the provision of a gate for this purposewhich will be automatic in its action, both its movement to active andits movement to inactive position being controlled by the passage oftrains along the track.

Another object which I have in view is the provision of a gate includinga pair of barriers disposed one at either side of the t 'ack which, whenin inactive position, extend Vertically at one side of the track andwhich, in active position, swing downwardly to extend across the roadthat crosses the track in a horizontal position.

In this connection, a still further object resides in mounting the gateso that it will swing to active position by gravity against the actionof certain counterweights which nearly counterbalance the weight of thegate and in which means operable by a passing train is provided forthrowing the gate or barriers ofi from dead center so that they willswing to active position.

Another object which I have in View is the provision of a barrieractuating mech anism capable of releasing the barrier and also operatingto compress certain springs which will, subsequently raise the barrierswhen the train has passed.

Another object which I have in view is the provision of means which willabsolutely prevent the barrier raising mechanism -from coming intooperation until the train has passed beyond the road which the barriersguard.

With these and other objects in view, my invention will be more fullydescribed, illustrated in the accompanying drawings, and

then specifically pointed out in the claims which'are attached to andform a part of this application.

In the drawings: Figure 1 is a side elevation of a railway Specificationof Letters Patent.

Patented Apr. 2, 1918.

Serial No. 163,458.

crossing equipped with my improved gate, the barrie's being shown inraised position;

Fig. 2 is a plan view of the mechanism shown in Fig. 1;

Fig. 3 is a fragmentaryside elevation, illustrating the train actuatedmechanism;

Fig. 41- is a plan view of the structure shown in Fig. 3;

Fig. 5 is a fragmentary side elevation of the gate actuating mechaniianproper;

Fig. 6 is a sectional view taken on the line 6 6 of Fig. 5, looking inthe direction of the arrows.

Fig. 7 is a fragmentary vertical sectional view taken 011 the line 77 ofFig. 5, looking in the direction of the arrows.

Corresponding and like parts are referred to in the followingdescription and indicated in all the views of the drawings by the samereference characters. p

In order to clearly illustrate my railway crossing gate and its mannerof operation I have shown it in connection with a track including rails10 arranged to guard a cross road 11. A supporting base 12 extendstransversely beneath the track at one side of the road, as best shown inFig. 2 of the drawings, and at its ends carries a pair of spacedvertical standards 13 which support the barriers and their actuatingmechanisms. The barriers 1 1 are of the usual or any preferred structureand at their pivoted ends are formed with laterally oflset heads 15substantially segmental in shape and having their peripheral facesformed with gear teeth 16. Pivots 17 are passed through these headsconcentric with the teeth and also serve as securing means for brackets18. The standards 13 at their upper ends have rearward extensions orarms 19 and shafts 20 journaled in these arms carry pinions 21 whichmesh with the teeth of the barrier heads 15 and also with the teeth ofsegments 22 rotatably supported upon shafts 23 journaled in the arms 19.These segments 22 are formed with cam extensions 2st ed gageable withthe inclined faces 25 of counterweights 26 which are slidably mountedbetween the ends of the arms and which are supported by attachment tolevers 27 pivoted, as shown at 28, to the brackets 18, preferably, toadditionally bracc'the arms, tie bolts 29 connect their free ends, asclearly shown in Figs. 5 and 6. Brackets 30 are secured to the standards13, as will be later explained, and have their upper ends slotted at 31to receive rivets, bolts or'other suitable devices'32 which are passedthroughthe free ends of the levers27. sothat the brackets may steady andsupport the lovers during their swinging, movement and may also operateto raisathe" leversand' their counterwcights through; dowim ard movement of the brackets, although permitting a-nnore J'apid upward movementof the brackets than: swinging -.of the. lever at certain times as willbe-pointed out.

A shaft 33 is journaled in the standards 13, extendin g tra-nsversely:beneath the track,

and mounted upon this shatt between each pair, ofstandards is; aneccentric; disk 84: carrying an eccentric strap and arm 35 whichprojects upwardly vbctiwefinlthe standards andwhich, at-its upper end,carries a pivot, 36 which connects it, with a cam block Bolts'37 arepassed through. this cam block, through slides 89 operatinginverticalslots 40. [formed in the standards and through the brackets 30and are secured by nuts 37. By this arrangement, it :willbeets1:30'.o.r..links.to swing the lever, 27-anddts counterweight 26upwardly so that the coun tor-weight will I not engage the cam. member24. and the gate may continue its movementto horizontal position. Duringthe latter part of this movement, howeventhe counter,- weight 26. willengage the cam 24 to check and cushion the movement 01 the gate sothatiit will not beinjured; An arm e3 ex tends rearwardly. froin'theeccentric disk and. carries" a second counterweight 44 which isadjustably 113 ounted on* the, arm to cooperate. with= the counterweight26- in properly balancing the barrier. and in assisting to return thebarrier to werti'cal position,

asv'wi -ll be later explained.

Inasmuch as the shat will act through both vits eccentricsxand' theircam blocks 3 8, itiwill be seen that the barriers =1l'wvillbe releasedand :avill: swing; to a-ctive position simultaneously. Preferably, eachbarrier is provided withian electric signal light+t5 and if this is thecasezwires' 4E6 maynbezruntrom.

this light along the barrier tocontacts47 mounted upon the lowerworforward edge of the barrier and insulated from each other. Correspondingcontacts 48, carriedby one of-the standards 13, are disposedjinpositiontobeengaged by the contactsl'? when the barrier is in loweredposition and current supply Wires t9 may be led from any suitable sourceof electrical energy to these lattercontacts. Under these circumstances,the fights will be automatically energized when the barriers are inactive position while their circuits will be opened as soon as thebarriers start back to; inactive position,

1 Oooper ating with the above described mccha n ismis an operatingmechanism adapted to be actuated through engagement by a passing trainandpret'erably supported by one of the rails of the track. This op'er:atin mechanism includes a pair of substantiallyL-shaped trips50 whichare pivoted'to the outer. face of the rail, one at a suitabledistance-at eitherside olt' the road or crossing 11 :and which, undernormal. conditions, have their 1011 er; arms 3 proj ecting above thelevel of the topiof the rail andnt an incline toward the; crossing. Aplurality of brackets 51' are secured atone end to the base of the railand at their. opposite end carrypins52 which operate inslots formed inramps disposed against the outer face of the rail 10 and occupying theentiredistance between the -trips-and the crossing. By this means, theramps aresupportedtcr limit-ed vertical movement; Preferably, the endsof the ramps adjacent the trips are cut-away to provide seats 5&ifor thetrips when they are depressed so that. depression of the trips willbring them into engagement with the seats.and, consequently, w'll causedepression of the ramps. Centering rods 55 are anchored "at oneend inthe web off'the rail 10 at spaced intervals and at their other endsoperate throughguide ears 56 projject ing from the ramps andh-elicalsprings'57 smroflnding-- these centering rods and en gaging:betwcenthorail web-andwears serve to norn'ially hold the ramps in elevated. poiti,i.

-'l h e-pins 52 also pass through slots 58 formed in cam heads 59 of;lifting .levers 6O andthe camfaces ottheseheads engagebeneath pins 61.carried bytheramps. A se ries of links 62 connect the lower, ends'of thetrips 5O- and lower; ends ofqthe lifting levers (SO-at either sideof-rthe. crossing and a link 63 connects that lifting lever nearest the,crossing at one sideuwith: the upper-tend of. a cam lever Gtpivotedintermediate its length upon a'1bracketz65; carried 'by: the 'base12,while .a "link' 66v connects thatlifting lever nearest.the'crossingaat;the other-side with the lower end of they-cam lever 64.

'Under these conditions, .it ;will; be apparent thati'a trainapproaching; the. crossin'g'lin either direction will engage one of thetrips 50 and cause depression not only of that trip and the adjacentramp but also of the more remote trip and ramp. Preferably,

braces 67 are provided at suitable intervals along the rail and formedwith slots 68 to receive pins 69 carried by the ramps to assist inguiding and supporting them.

The cam lever 64 is formed about its pivot point and lower terminal witha cam extension 70 which engages a crank arm 71 carried by the shaft 33so that whenever the cam lever 64 is swung in a clockwise direction, dueto depression of either trip, the crank arm'71 and, consequently, theshaft 33 will be turned in a counterclockwise direction. This crank arm71 at its free end swings between spaced arms of a U-shaped extension 72of the bracket 65 and carries a centering rod 7 3 which is pivoted tothe crank arm and free for rotation through the end of the extension 72.A heavy helic'al spring 74 is supported by this centering rod 73engaging at one end against the extension of the bracket and at itsother end against the crank arm to normally hold the crank arm in theposition shown in Fig. 3, in which position the eccentrics 34 arecorrelated parts are disposed as shown in Fig. 5.

From the foregoing description, when taken in connection with thedrawings, the operation of my improved railway gate or barrier will bereadily understood. A train approaching in either direction will engageone of the trips 50 and depress it, thereby depressing both ramps andthe other trip. The depression of the trip will act through the links,connecting it with the cam lever 64 to swing it in such a manner as toturn the shaft 33 in a counterclockwise direction. This turning of theshaft will act through the eccentric arms 35 and cam blocks 38 to tiltthe barriers 14 out of vertical position.

This turning of the shaft will also cause compression of the spring 74so that it will offer no resistance to the lowering of the barriers. Thecounterweights 26 and 44 will, however, prevent such rapid falling ofthe barriers as might cause their injury. Obviously, as long as anyportion of the train remains between the trips, both trips and rampswill be held in depressed position and the barriers will remain inlowered position. As soon, however, as the train has passed the secondtrip, the spring 74 will act to force the cam lever 64 to normalposition which will act through the various links to raise the trips andthrough the lifting levers to raise the ramps, this action being, ofcourse, greatly assisted by the ramp springs 57. This raising of thetrips and ramps releases the shaft 33 so that it may return to originalposition, such movemeat being accomplished partially through the actionof the counterweight 44 and partially through the action of thecounterweight 26 operating on the cam portion of the toothed sector 22which will in turn act through the pinion 21 and toothed head of thebarrier 14 to swing the barrier to elevated position. The lowering ofthe weighted end of the lever arm 27, of course, operates through thelinks or brackets to assist in moving the eccentric arm upwardly to theposition shown in Fig. 5 which also operates to turn the rock shaft 33to normal position.

Although I have illustrated and described my invention in all itsdetails of construction, it will of course be understood that I do notwish to be limited to such details, but reserve the right to make anychanges, within the scope of the appended claims, without in theslightest degree departing from the spirit of my invention.

fila-ving thus described the invention, what is claimed as new is:

1. In a railway gate, a pivoted barrier having a toothed head concentricwith its point of pivotal support, a pinion meshing with the teeth ofthe head, a toothed. cam member meshing with the pinion, a lever arm)ivotally mounted, a counterweight carried by the lever arm and engagingthe cam member whereby when the lever arm is released the countcrwcightmay operate to turn the cam member and through the pinion and toothedhead of the barrier to swing the barrier toward a vertical position, arock shaft, and operative connection between the rock shaft and barrierhead and between the rock shaft and lever, whereby movement of the rockshaft in one direction will raise the counterweight and tilt the barrierout of vertical position, while movement of the rock shaft in theopposite direction will act to swing the barrier toward verticalposition and will release the lever arm.

2. In railway crossings, a pivotally supported barrier, a rock shaftadapted when turned to cause the barrier to swing to activeposition andwhen counterturned to cause the barrier to swing to inactive position,and train controlled means for swingin the rock shaft, said meansincluding a cran arm on the shaft, a cam lever engaging the crank arm,trips disposed in the path of the wheels of a train, operativeconnection between the trips and cam lever, and ramps disposed in thepath of the wheels of a train and having operative connection with thecam lever to hold it in the position to which it is moved throughdepression of a trip.

8. In railway crossings, a pivotally supported barrier, a rock shaftadapted when turned to cause the barrier to swing to active position andwhen counter-turned to cause the barrier to swing to inactive position,and train controlled'n'ieans for swinging the rock shaft, said meansincluding a crank arm on the shaft, a 'cam lever engaging the crank'arm, trips disposed in the path of the wheels of'a train, operativeconnection between the trips and cam lever, ramps disposed in the pathof the wheels of a train and having operative connection with the camlever to hold it in the position to which 1t is moved through"depression of a trip, and means for autoi'natically returning the rampsand trips to normal position when they are released by the train.

a. In a railway gate, a pivoted barrier 'haring' a toothed headconcentric Withits point of pivotal support, a pinion meshing with theteeth of the head, a toothed cam member meshing with the pinion, a leverarm piv'o'tally mounted, a counterweight carried by the lever arm andengaging the cam member whereby when the lever arm is released thecounterweight may operate to turn the cam member and through the pinionand toothed head of the barrier to swing the barrier toward a verticalposition, a rock 'shait,

to swing the barrier toward vertical position and will release the leverarm, said means including an eccentric on the rock shaft, an eccentricarm carried thereby, a cam block pivoted to the eccentric arm and'havinga cam portion engaging in a notch in the learner head, slides connectedto the cam,

block to restrict it to vertical movementyand -t-ion of the sector.

links connected to the slides and having slotted pivotal connection withthe free end of the lever.

5. In "a railway t. having a notched head, means engaging the notch inthe head and movable to partially tilt the barrier from verticalposition, means controlled by the head engaging means for causingcontinuationot' thismorement of the barrier, track obstacle controlled:means for actuating the head engaging means, and means Io'r returningthe head engaging means to normal position to cause raising of thebarrier.

(3. In a railway gate, a pivoted barrier having a toothed headconcentric with its point of pivotal support, a toothed segment adaptedwhen turned to cause turning of the head and formed with a camproject-ion, a counterweight engaging the cam projection to causeturning of the toothed sector when the counterweight released, and trackob- "st-acl'e controlled means for releasing the counterweight andstarting initial swinging of the barrier whereby further swinging of thebarrier will be caused through engagement ot' the counterweight with thecam por- 7. 1n railway gate, a pivoted barrier,- a trip adapted to bedepressed by the wheels of a passing train, operative connection betweenthe trip and barrier whereby depression of the trip will' cause loweringof the-barrier, and a ramp rail depressible though engagementwith thewheels of a train and engaging said trip to hold it in depressedposition as long'as the wheels of the train engage the "ramp rail. 7

In testimony whereof I atfix my signature.

SAMUEL R. rAYNn- 1,. 3.

Copies of this patent may be obtained for fi've centseach, by addressingthe "Commissioner of Patents,

Washington, D; O.

-te, a pivotedv barrier

